Combined automatic emergency and independent brake apparatus.



W. V. TURNER.

COMBINED AUTOMATIC EMERGENCY ANDJINDEPBNDENT BRAKE APPARATUS.

V APPLIOATIOI TILIID APRJIS. 1907.

' A Patented Apr. 1, 1913.

'9 SHEETS-SHEET 1.

W. V. TURNER. COMBINED AUTOMATIC EMERGENCY AND INDEPENDENT BRAKE APPARATUS.

' N nrmonro rmm na. 25, 1901.

. 1,057,509. Patented Apr. 1,1913.

2 SHEETS-SHEET 2.

INVINTOR y Myar WITNI'II.

UNITED STATES PATENT QFFICE.

WALTER KisTITRNER, oF Eno1 :woo1), rE nivsYLvANm,,AssIeNoR TO THE WESTING- HOUSE AIR BRAKE comran'm'or PITTSBURGH,PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA;

coianinsnaorona'nc miun'esncir ANDJINDEPENDENT BRAKE APPARATUS.

Speeltlcatioii of Letters Patent.

Patented Apr. 1,1913.

Appllcattoaflled Aprl125, 1907. Serial No. 370,193.

To all wliom. 1' 6 may concern:

lie it known that I, \Vaixrsn V. TURNER, a citizen of the United States, residing at Edgewood, in the county of Allcghen and State of Pennsylvania, have inventc new and useful Improvements in Combined Autom'atic Emergency and Independent Brake Apparatus, of which the following is a specifieation.

This invention relates to fluid pressure brakes, and more particularly to air brake systems adapted for electric traction service or passenger tratlic on steam roads, in which cars are operated singly, or in trains of several cars coupled togct ier.

lt has heretofore been proposed to combine, with the so-called straight air equipment for normally operating the brakes, means adapted to automatically apply the brakes in an enier ency, as when a flexible hose bursts, or in t ic case of a break-in-two of the train. This combination is desirable because of the flexibility, ease of manipulation and simplicity of the straight air equipment for normal oieration and control of the brakes and of tie necessity of also providing for automatic operation in emergencies. In prior constructions of this nature, fluid under pressure is sup died to and released from the brake cylinder throu h the straight air pipe by manipulation of t ic motormans or enginecrs brake valve. and by reason of the small ca )acity o the straight air pipe as com )iil'tK with the capacity of a brake cylinder, it is manifestthat the number of cars which may be successfully operated in this manner is limited, and in fact has been found unsatisfactory for use in connection with more than two or possibly three cars.

()ne of the objects of my present invention is, therefore, to provide an improved equipment adapted for service of the above-mentioned nature, which is adapted for application to trains of several cars, while retaining the flexibility, ease of manipulation and simplicity of the straightgiir brake system, and in which the speed of application and release of the. brakes is considerably increased.

Another object is to compactly combine in a unitary structure the ap )lieation and release valve mechanism witi the emergency device, and stillanother object is to provide means for limitin Y the pressure of air admitted to the bra cc cylinder in service applications to a degree less than the maximumreservoir pressure and ada )ted in an emergency application of the bra (es to supplg a higher degree of pressure, such as the ii 1 equalized reservoir pressure to the brake cylinder.

In general, the invention comprises a reservoir supplied with compressed air either from an air pump connected to said reservoir on the same vehicle or through a pipe line from a source of supply on another vehicle, a valve mechanism operated by the fluid pressure in an independent line of train brake pi )e for controlling the supply of fluid to the brake cylinder in service applications of the brakes, and means automatically operative upon a reduction in pressure in the automatic or emergency train brake pipe to supply fluid under pressure to said application valve mechanism and to cutotl' communication therefrom to the independent train pipe.

Another feature of the invention also contemplates the use of a single reservoir from which the application valve supplies fluid to the brake cylinder, and the pressure of which also operates upon the emergency valve device to supply fluid to actuate the application valve in emergency applications.

Another feature of the invention further comprises improved means for producing ditl'erent maximum degrees of brake cylinder pressure in service and in emergency applications of the brakes.

In the accompanying drawings; Figure 1 is a diagrammatic view of an air brake. equilpment embodying my improvements and app ied to a train of three cars; Fig. 2 a central sectional view of one form of distributing valve device, comprising an application and release valve mechanism and an emergency device, and showing the parts in normal release position; Fi 3 a similar view of another slightly modified construction of the distributing valve device; Fig. t a plan view of the emergency valve seat, showing the location of ports in connection with Fig. 2; Fig. 5 a face view of the emergency valve; Fig. 6 a plan view of the emergency valve seat, showing the location of ports as applied to the construction shown in Fig. 3; and Fig. 7 a face view of the corresponding emergency valve.

Fig. 1 shows my invention as adapted to be applied to three cars, two motor cars and an intermediate trailer. car, in wliich" the air bra kejequipme'nt comprises-an" independent brakepipe 1','automatic or emergency brake pipe 2,-inotormans' brake valve 3, reservoir pipe 4 connected to re'servoir 5, air' umpli,

distributing valve device 6 connecte by pi e 7 to the reservoirtS: andtby pipe 8-to bra (e cylinder 9. i

The motornians brake valve is adapted to control the supply of air from a reservoir 5, or other sourceiof fluid pressure, to, and its release from, the independent brake ipe 1, which is connected with the-(listri uting valve device 0. A preferred form'of brake valve adapted for use'as' above indicated, is that shown and described in my prior a plication, Patent No. 882,918, granted lt' arch 24, 1908.

The construction of what may be termed the distributing valve is similar in some respects to that shown and described in my plrior application, Serial No. 287527, filed 0v. 15, 1905 and accordin to the form illustrated in Fig. 2 of the rawings,-comprises a valve casing 10 having a valve chamber 11 containing a slide valve 12, which is adapted to be actuated by a movable abutnient 13 contained in a piston chamber 14. The slide valve 12 controls exhaustports 15, which are open in release position of the arts, as shown in Fig. 2, to the valve chamlier 11 and the brake cylinder, the valve chamber 11 being in free open communication with the brake cylinder through a passage 10. The en pl of fluid under pressure to the brake cyl ind er is controlled by the movement of the abutment 13, which is adapted upon a suflicient inward movement to operate a puppet valve 17 controlling communication from a chamber 18 open to the reservoir 5 or other source oi fluid pressure su i ly, throu h pi ie 7, to the valve chamber il and bral te cy inder. A light spring 25 tends to seat the valve 17. The abutment 13 is subject on its inner face to pressure in the brake cylinder, said abutment being in open communication with the brake cylinder through a passage 19 in the casin 10 or other communication, as an opening 20 through the piston guide 21, as s iown in Fig. 8.

The independent brake pipe 1 is normally in communication with the outer face of the abutment 13 through a passage 22, which is connected thereto through-a cavity 23in an emergency valve 24.

When it is desired to make an ap )lieation of the brakes, one of the brake valves 3 is operated to connect the fluid pressure supp y pipe 4 with the independent brake )ipe so thabfluid under pressure flows rem the reservoir 5 through' the independent brake pipe, cavity 23 in the emergency valve 24 and passage 22 to the abutment 13, which abutment is thereupon moved inwardly,

brake 'cylinder closing .thebrakecylinderexhaust ports 15, and on further inward movement opening the valve 17, which admits fluid to the valve chamberll and the brake cylinder, until the ressure is equal to or slightly exceeds t ie independent brake pipe pressure, then the abutment 13 moves back and the admission valve 17 closes. It will thus be seen that the pressure in the brake cylinder may be increased according to the increase in the ressure in the independent brake pipe ant may be released either wholly or partially by reducing the pressure therein correspondingly. It will also be noted that the brake cylinder pressure will be maintained in case of leakage of brake e linder air, as the reduction of pressure on tlie inner face of the abutment 13 caused by such leakage permits the higher independent brake iipe pressure to move the abutment 13 and open the valve 17, thereby admitting fluid under pressure to the brake cylinder until the opposing pressures on he abutment are again equalized.

The automatic emergency valve device comprises a piston 25 contained in piston chamber 26, communicating through a passage 27 with the automatic or emergency train pipe 2 and a valve 24 contained in valve chamber 29 and adapted to be operated by the piston 25. Normally the piston 25 remains in its extreme inner position, in which the cavity 23 of the emergency valve 24 establishescommunication between the independent brake pipe 1 and the pasedge 22 leadin to the abutment 13, the piston being yie dingly retained in this position by a spring 28. A passage 30 establishes communication from the valvd'chainber 29 to the supply pi e 7, which is open to reservoir 5, so that the inner face of the emergency iiston 25 is open to reservoir pressure. feed groove 31 may be providcd around piston 25, and if desired reservoir 5 may be char ed from the automatic brake pipe 2 throng i said feed groove when the car is not supplied with its own air pump, as for example, in the case of a trailer car.

. On a sudden reduction in automatic brake )ipo pressure, as may be caused by a bursted iose, or the train breaking in two, the emergency piston 25 is moved by the superior reservoir pressure on its inner face and seats on the gasket 32, thereby shifting the valve 24, which thereupon cuts oil communication between independent brake pipe 1 and the passage 22; at the same time the passage 22 is opened to the valve chamber 29, so that air from the reservoir 5 flows to the abutment 13, which thereupon moves the valve 12 to close the exhaust ports 15, and on further movement opens valve 17. :idmitting fluid under pressure to valve chainmer 11, passage 10 and the brake cylinder.

tion through pipe .7 with reservoir 5, and theother communicates through a passage 34 with a port 35, in theemergency valve seat normally open tov valve chamber 29, so that the fluid pressures on the application valve abutment 33 are normally balanced. The valve 17 is subject'to the-pres sure of a spring 36 .of such strength as to retain an excess pressure in the reservoir and to limit the pressure of air admitted through said valve to the brake cylinderto a certain amount less' than the maximum reservior pressure. In service applications, therefore, the maximum pnessurethat may be admitted to-the brake cylinder will not exceed the predetermined limit as, defined try-the spring 36. f I 7 in an emergency. application the emer- 'g ency piston 25 mo'vesito. its extreme outer positiom-in which the emergency valve 24 closes the independent brake pipe 1" and opens communication betweenfthe' assage 22 and the valve chamber-29,;as be ore described. The reservoir pressure actUat 'S the-ahutmeutillii and valve 12 to -close the exhaust ports .15 and" open'the valve. 17,

t-hrebf, admitting fluid from the reservoir to the rakeicylinder. The emergency valve 24 an additional cavity '37 which, lIll-lllS f[)0Sli-l()ll of tlie parts,conn'ects the port with a'n'cXha-ust port 3.8,;sp that fluid under pressure is vented [from the outer chamber of t-heiabutment 33h) the atmos phere through the passage '34, and the. res er-voir pressure on the opposite face of the abutment 33 then moves thesame to the extreme onter position, in which the abutment;

seats on the gasket 40, th'creby holding application valve 17 wide open and allowing the full reservoir pressurc to equalize into the brake cylinder.

In the construction just described, theadmission or application valve 17 necessarily resists movement. until the pressure of the spring 36 is oer-come, so that in order to open the valve in service applications the indeperudcnt brake pipe )rcssure must he correspondingly increased.

in the constructhm as shown in Fig. 2, the valve 17 is held to its seat by a light s so that said valve will readily open under a considerably lower degree of independent c pipe pressure on the abutment 11' For this reason, -i prefer to adopt the con-- struction shown in Fig. 2. for limiting the chamber 18, said valve being loaded v byte.

spring 46 so adjusted'as to limit the maxi- -mum degree Of'tll! pressure in the chamber 18 to the desired amount, hcnce limiting. the maximum brakecylmder pressure injserviee applications to a corresponding degree. The a valve 45' is connected with an abutment 4 71, the outer face of which is open to: the petssage 34 leading to the seat of the, emer "gene-y valve 24. Normally, with'thisconstruction, the passage 34 is closed by said valve, but in an emergency. application,

when the piston 25 andemergency valve 24- move inwardly, cavity 37 in said valve connects the passage 34 to exhaust port 38, so

- that fluid under pressure is vented from the 1 pipe for controllin chamber above the reducing valve abutment 47; fluid pressure on the opposite'face of the abutment will then overcome the resistance of the spring, moving the abutmentnfl to seat on the gasket 48. The valve 45,, isithus thrown wide open, so that airunderiafu ll reservoir pressure is admitted to the-chamber 18, and thence on opening of the-applica tion valve, as before described, to." valve chamber 11 and the brake cylinden.

From the foregoing description now be, seen thatj-have-provided a-n'-.im*-

proved brake system adapted to be applied to a train of se veralcarsiand having .two

lines of train pipe, the automat-ic orzemers gency train brake pipe normallyzcarrying fluid under pressure and the independent -train brake pipe normally at atmospheric pressure when brakes are released-, each car being provided with areservoir, an appl-i's =cat10n valve, mechanism g overned "by"th'e pressure admitted to the independent tr'a'in the supply of fluid to the brake cylin' er, and an jautomati'c 7 valve device operating upon 'a 'reduction in emergency pipe pressure to cu't otl' said 1 independent. train pipe connection and'to supply fluid under pressure to said zippincation valve mechanism. It is furth'cr'apjparent that I have provided means \vhci'eh-y the pressure of air admitted toth brake cylinder in Service applications niaylic' lin lted to a desired degree less than maxninn'n reservoir pressure while obtaining full r054- crvoir pressure in emergency applica'tioa'as. Having nowds-escribed my invcntiota-what l CltlliH as new and desire. to secure in," Letters lalent, is-:

. l. in a fluid pressure brake the r-mnhinu ti n with a brake cylinder. indepemh-nl train pipe, and emergency train pipe. of means governed by :ndependenttrain pipe pressure for controlling the Supply oi air to the brake cylinder, and an automatic valve device having a piston normally subject to fluid under pressure upon its opposite sides and operated by a reduction in the emergency pipe pressure to close the independent train pipe connection and to supply air to said means.

In a fluid pressure brake the combination with a brake cylinder, an independent train pipe, and an emergency train pipe nor mally carrying air under pressure, of a valve mechanism having ah abutment operated by the opposing pressure of the independent train pipe and the brake cylinder for controlling the supply of air to the brake cylinder, and an automatic valve device having a piston normally subject on its opposite sides to fluid under pressure and operating upon a reduction in the emergency pipe pressure to close communication from the. independent pipe to said abutment and to sup 1y air thereto.

3. In a lihid pressure brake the combination with a reservoir, a brake cylinder, an independent train pipe, and an emergency train ipe, of a valve mechanism governed by in ependent train pipe pressure for controlling the supply ofjair from the reservoir to the brake cylinder, and an automatic valve device having a piston subject to the opposing pressures of the reservoir and the emergency train pipe and operating upon a reduction in said emergency pipe pressure to close communication from the independent train pipe to said valve mechanism and to open communication from the reservoir to said valve mechanism.

4. In a fluid pressure brake the combination with .a reservoir, a brake cylinder, an independenttrain pipe, and an emergency train pipe, of a valve mechanism having an abutment operated by the opposing ressures of the independent train pipe and the brake cylinder for controlling the supply of air to the brake cylinder, and an automatic valve device having a piston subject to the opposing pressures of the reservoir and the emergency train pipe for controlling com munication from the independent train pipe to said abutment and from the reservoir to said abutment. Y

'5. In a fluid pressurebrake'the combination with a. reservoir, a brake cylinder, an independent train pipe, and an emergency train pipe, ofa valve mechanism having an abutment. operated by the opposing pressures of the independent train-pipe and the brake cylinder for controlling the Suppl-V and release of air to and from the brake cylinder, and an automatic valve device having a piston subject to the opposing pressures of the reservoir and the emergency train pipe and operating under a reduction in said .ergency pipe pressure to close commulucation from said abutment to the independj cnt train pipe and open communication from the reservoir to said abutment.

(3. Ida fluid pressure brake the combina tion with a brake cylinder, an independent train pipe, and an emergeficy train pipe, of a valve mechanism governed by the independent train pipe pressure for controlling the supply of air to the brake cylinder, an automatic valve device normally establishing communication from the independent train pipe to said valve mechanism but operating upon a reduction in emergency pipe pressure to close said communication and to supply air to said valve mechanism, and a spring tending to hold said automatic valve device in its normal position.

'7. In a fluid ressure brake the combination with a bra e cylinder, an independent train pipe, and an emergency train pipe, of a valve mechanism governed by the pres sure in the indepcndenttrain pipe for controlling the supply of air to the brake cylinder, an automatic valve device normally establishing eonnnunication from the independent traiii pipe to said valve mechanism but operated by a reduction in emergency pipe pressure to close said communi cation and to supply airto said valve mechanism, and a manually operated valve for supplying air from a source of supply to the emergency train pipe for releasing after an emergency application.

8. In a fluid pressure brake the combination with a brake cylinder, an independent train pipe, and an emergency train pipe, of a valve mechanism governed by the pres sure in the independent train pipe for controllingthe supply of air to the brake cylinder, an automatic valve device normally establishing communication from the independent train pipe to said valvemechanism but operated by, a reduction in emergency pipe pressure to close said communication and to supply air to said valve mechanism, and a manually operated valve having means for suppl ing air to and for releasing air from sai emergency train pipe.

9. In a fluid pressure brake the combination with a reservoir, a brake cylinder, an independent train pipe, and an emergency voir to the bridge cylinder, :1 piston subject to the opposing pressures of the reservoir and the emergency train pipe, and means operated by themovcment of said piston for controlling communication from the emergencv pipeto the reservoir,- from the indepe ent train pipe to the valve mechanism, and from the reservoir to said valve, mech: anism.

10. In; a fluid pressure brake the combination with a l'St?.lV0l[,-tl liralce cylinder. an independent train pipe, and un cum-- train pipe, of a valve mechanism governed by the independent train pipe pressure for, controlling the supplyof a r from the resergeney'train pipe, of a valve mechanism governcd by theindependent train, pipe pressure for controlling the supply of air; from the reservoir to the brake cylinder, and an afutomatic va ve device having a piston subject to the opposing pressures of the reservoir and the emergency train pipe for actuating the same said valve device normally affording communication from the reservoir to the emergency train pipe had from the independent train pipe to'saidvalve mechanism, but operated by-a reduction in emergency pipepressure to close both of said communications and to open communication from the reservoir to said valve mechanism.

11. In a fluid pressure brake the combination with a reservoir, a brake cylinder, an independent t-rain pipe, and an emergency train pipe, of a .valve mechanism? governed by the independent train pipe pressure for controlling the supply of air to the brake cylinder, an automatic valve device operat ing upon a reduction in emergency train pipe pressure to supply .air from the reservoir to said valve-mechanism, and a manually operated valve for supplying air from the reservoirto said emergencyv train pipe.

12. In a lipid pressure brake the combination with'a reservoir, a brake cylinder, an

independent. train pipe, and an emergency;

train pipe, of a valve mechanism governed by the independent train pipe pressurefor controlling the supply of air from'thereservoir to the brake cylinder, an automatic valve device operating upon a reduction. in. emer-v gency pipe pressure to close con'imunication from the independent I train pipe to Said valve mechanism and to open communication from said reservoir to the valve mechanism, an-d a manually operated valve for supplying air. from the reservoir to said emergency train pipe.

13. In a fluid pressure brake the 'COlnbl' nation with'a reservoir, adirake cylinder, an independent train pipe, and an emergency" train pipe, of a valve mechanism governed by the independent train pipe pressure for controlling the supply of air from the reservoir to the brake cylinder, an automatic valve device operating upon a reduction in emergency pipe pressure to close con'nnunication from the independent train pipe to said valve mechanism and to open communication from said reservoir to the and from the brake cylinder, an automatic valve device normally establishing communication from the independent train pipe to said valve mechanism, but operating under a reduction in emergency train pipe pressure to close such communication and to open communication from the reservoir to said valve mechanism, and a manually operated valve for supplying air from said reservoir to the emergency train pipe and to the independent train pipe. 7

15. In a fluid pressure brake the comhir nation with a brake cylinder, an independ ent train pipe, and 'aneinergency train pipe, of a valve mechanism governed by the inde. pendent traiupipe pressure for'controlling the supply of air to the brake cylinder, and an automatic valve device having a slide valve normally establishing communication from the independenttrain-pipe to said valve mechanism and a piston operating" upon a reduction in emergency pipe pressure to move said slide valve to cut ofI said communication and to supply air to said valve mechanism. v

16. In a fluid pressure brake, the combinav tion with a reservoir, an air pump connect? ed thereto, anemergency train ipe line and means for normally establishing a re stricted communication from the reservoir nism governed by the independent train pipe pressure for controlling the supply of air from the reservoir to the brake cylinder, and an automatic valve device operated by'a reduction in emergency pipe pressure to close said. restricted communication and the passage fr the independent trainqpipe to said valvehneclianisin-and to open communication ,from the reservoir to said valve mechanism.

17. In a fluid pressure brake, the combinaof a. valve for controlling the supply of air to the brake cylinder, a reducing valve for normallvlimiting the maximum pressure of air flowing through said valve, and means adapted in an emergency application'of the brakes to maintain said redncing valve open and permit the free flow of air to the'brako cylinder. v

18. In a fluid pressure brake, the combination with a brake cylinder and a-reservoir, of a valve for controlling thesu'pply of .air to the brake cylinder, a reducing valve device for normally limiting the maximum pressure of air flowing through said valve .in service applications of the brakes, and means for operating said valve device in an emergency application of the brakes to permit the free. flow of air to the brake cylinder.

19. In a fluid pressure brake, the combination with a brake cylinder and a source of '95 to said emergency p1 ,-..of'an independent train pipe, abrake cy inder, a valve mech'ation with a brake cylinderand areservoir,

lingthefiu'id ss 's pi to, the brake cylinder, means s u'ojecteto a spring for limiting' the maximizin -pressure of fluid flowing through said valve, an abutment normally subject to opposing fluid pressures for controlling said means, ands .valve device operativeiin an emergency-hp lication of the brakes for venting one 51 e of said abutment. j i 20. In a fluid pressurebruke, the conibination with a brakecyllnder, train pipe and reservoir, of ,a valve ,devicethrough. which air is supplied to the brake cylinder, a load normally actirigfon said valve to limit the pressure admittedto the. brake cylinder in service applications to adegree less than the reservoir pressure, and;m eans operating inemergency appli'cationsto out said load ont of action and thereby permitfreefiow of air to the brake. cylinder. 7

21. I In a fluid pressure lake, the e0mbination wit-ha brake cylinder, train pipe and reservoir, of a spring actuated valve subject to fluid pressure for limiting the degree of pressure admitted from the reservoir to the ing to seat said-valve, a piston operatively connected to said valve and normally sub? jectto opposing fluid pressures, and means,- operative in an'emergency application ofthe brakes, foryenting fluidpressure fromone side of. said piston and thereby counteract the pressure of said resistance device.

air to said movable'abut-ment and to re 23. In a fluid pressurebrake, the combine subject to opposing fluid pressures, and an emergency valvedevice'operativeon a sudden reduction in trainpipe pressure to open a vent from one=side of said abutment.

24. In a fluid pressure brake, the combination withan automatic train pipe, reservoir, independent train pipe and brake cylinder, of a spring ressed valve for controlling the supply of air to the brake cylinder, '9. movable abutment subject to the independent train pipe pressure for operating said valve, a piston-headrsubject to fluid pressure connected to said valve,- and anemergency valve .device operative under-Ya sudden reduction inthe automatic train pipe pressure to vary the pressure on said .piston hea 25. In a-fiu-id pressure brake, the combinationwith an. automatic train pipe, reservoir, independent train pipeand brake cylinder, of a spring pressed valve for-controlling the su ply 'ofairto the brake-f c linder, a movable abutmenb subject to t e independenttrain pipe pressure for operating said valve,

' a piston head"subjectto flui'd pressure co its nec'ted-to saidva1ve,- an'd an emergency valve device operative under-a sudden reductionin the automatic train-pipe pressure tosu ply lease air from one side of said'piston head.

' In testimony whereof "I have hereunto set 'WALTER V, T RNER-f witnessesz f' R. F. EMEBY, MiicDo'irALb. 

